EP0292830B1 - Driver's brake valve device for air pressure brakes of rail vehicles - Google Patents

Driver's brake valve device for air pressure brakes of rail vehicles Download PDF

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Publication number
EP0292830B1
EP0292830B1 EP88107820A EP88107820A EP0292830B1 EP 0292830 B1 EP0292830 B1 EP 0292830B1 EP 88107820 A EP88107820 A EP 88107820A EP 88107820 A EP88107820 A EP 88107820A EP 0292830 B1 EP0292830 B1 EP 0292830B1
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EP
European Patent Office
Prior art keywords
control
pressure
valve
pilot pressure
driver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88107820A
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German (de)
French (fr)
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EP0292830A2 (en
EP0292830A3 (en
Inventor
Klaus Dr. Becker-Lindhorst
Walter Dr. Breinl
Gerd Dr. Kessel
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Knorr Bremse AG
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Knorr Bremse AG
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Priority to AT88107820T priority Critical patent/ATE67718T1/en
Publication of EP0292830A2 publication Critical patent/EP0292830A2/en
Publication of EP0292830A3 publication Critical patent/EP0292830A3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B60T15/14—Driver's valves influencing electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems

Definitions

  • a driver brake valve device corresponding to the above-mentioned features can be found in FR-E-78 660, 4th addition to FR-A-1 240 591.
  • the known driver's brake valve device has push button holders on the driver's cab, with which the excitation of the solenoid valves controlling the second pilot pressure can be controlled directly.
  • a changeover device which has a shut-off valve for the solenoid valves, a pressure control valve which can be actuated on a time-dependent basis, with an inlet and an outlet slide valve and, if this pressure control valve is also the direct driver's brake valve is a changeover valve, which are all independently operable.
  • the shut-off valve must therefore be closed manually in order to start emergency operation, then the change-over valve may need to be changed over and the pressure control valve finally used to carry out the required pressure control.
  • the direct driver's brake valve is used as a pressure control valve, a pressure jump for the control of the relay valve is to be expected, since the pressure currently exerted by the pressure control valve will mostly deviate greatly from the pilot pressure present at the control input of the relay valve at the time of the changeover; it is therefore necessary to immediately adjust the pressure controlled by the pressure control valve to the pressure level required in each case.
  • a pressure regulator which is advantageous per se, namely can be operated in a position-dependent manner, is provided, the adaptation problems are exacerbated considerably.
  • a driver's brake valve with an operating unit in which a pressure regulator can be actuated in a position-dependent manner by means of a hand lever and, together with this, electrical switches can be actuated via cam disks.
  • the pressure regulator monitors a control pressure to be supplied to a relay valve; the supply can be interrupted by a solenoid valve which can be switched by one of the switches.
  • the switches that can be reset by means of a pneumatic brake pressure serve for the direct control of electro-pneumatic brake control solenoid valves, but not for the control of solenoid valves that monitor a second pilot pressure.
  • EP-A-152 958 discloses a driver brake valve device in which electrical switching elements are arranged on the control station, which control solenoid valves via control electronics with fault monitoring for controlling a pilot pressure to be supplied to a relay valve.
  • control electronics By means of the control electronics, an optimal control of the relay valve for quick and precise implementation of the required braking behavior can be achieved. There is no possibility of creating a pilot pressure independent of the control electronics.
  • the relay valve can be controlled in normal operation solely by the unadulterated pilot pressure monitored by the solenoid valves; the further development of the invention only makes an arbitrary one that is independent of the fault detection of the control electronics Transition from normal to emergency operation enabled.
  • An operating unit 1 arranged in the driver's cab has an operating lever 2 with which a pressure regulator 4 can be adjusted via a cam disk 3.
  • electrical switching elements 5, not shown in detail in a housing can be switched by means of the operating lever 2; the switching elements 5 can be designed in accordance with EP-A-152 958 already mentioned.
  • an arbitrarily actuable electrical switch 6 is accommodated in the driver's cab.
  • the switching elements 5 and the switch 6 are connected by electrical lines 7 to a control electronics 8, which can also be designed according to EP-A-152 958 and which in any case includes error monitoring.
  • the pressure regulator 4 is supplied with compressed air from a main container line 9 serving as a compressed air source through a branch line 10, the outlet pressure of the pressure regulator 4 is supplied as a first pilot pressure through a control line 11 to a relay unit 12.
  • the relay unit 12 has solenoid valves 13 which can be controlled by the control electronics 8 via electrical lines 14; the solenoid valves 13 control a second pilot pressure prevailing in a connection 15.
  • a pressure-voltage converter 16 reports back via an electrical line 17 to the control electronics 8 the actual value of the second pilot pressure.
  • the control line 11 and the connection 15 lead to the two inputs of an alternating solenoid valve 18, the excitation of which is controlled by an error line of the control electronics 8 via an electrical line 19.
  • the alternating solenoid valve 18 connects the connection 15 in its normal switching position in the energized state, while in its emergency switching position in the deenergized state it connects the control line 11 with a connection 20 which leads to the control pressure input 21 of a relay valve 22.
  • the relay valve 22 supplied with compressed air from the main container line 9 through a branch line 23 controls the pressure in a main air line 25 via a further branch line 24 in accordance with its activation at the control pressure input 21.
  • the solenoid valves 13 are supplied with compressed air from the main container line 9 by a branch line 26 and a pressure reducing valve 27 of the usual type belonging to the relay unit 12.
  • the alternating solenoid valve 18 is energized and accordingly connects the second pilot pressure prevailing in the connection 15 to the control pressure input 21 of the relay valve 22, which has a corresponding pressure level in the main air line 25 levels.
  • the operating lever 2 is to be set manually into a position corresponding to the respectively required brake control process, in this case it controls the pressure regulator 4 and the switching elements 5 into corresponding positions depending on the position.
  • the pressure regulator 4 feeds a corresponding, first pilot pressure into the control line 11, which, however, only reaches the change-over solenoid valve 18, and the switching elements control the control electronics 8 in such a way that by appropriately energizing the solenoid valves 13, a second brake control process corresponding to the present one Control pilot pressure in connection 15 and through alternating solenoid valve 18 to relay valve 22.
  • the solenoid valves 13 in any case control the correct pilot pressure level in the connection 15, the alternating solenoid valve 18 is excited again and switches back to its normal switching position. This also ensures that the initial state is reached again smoothly and, if necessary, automatically.
  • the excitation of the alternating solenoid valve 18 can be arbitrarily controlled via the control electronics 8, so that an arbitrary setting of the normal or emergency switch position is possible.
  • the control electronics 8 can of course be equipped to interact with an automatic driving and braking control; if an error occurs in this, actuation of the switch 6 may be appropriate.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The device has a pressure regulator 4 and electrical control elements 5 which can be adjusted jointly and synchronously by means of an operating lever 2 according to the position. The control elements 5 control, by way of control electronics 8, solenoid valves 13, which generate a second pilot pressure parallel to the first pilot pressure generated by the pressure regulator 4. One of the two pilot pressures is fed via a solenoid shuttle valve 18 to the control pressure inlet 21 of a relay valve 20. The relay valve 20 monitors the pressure in a main air line 25. In normal operation the solenoid shuttle valve 18 is excited by a fault monitoring system in the control electronics 8 and supplies the second pilot pressure to the control pressure inlet 21. In the event of a fault in the electrics or electronics, the solenoid shuttle valve 18 is released and supplies the first pilot pressure to the control pressure inlet 21. If faults occur in the electrics or electronics this results in an automatic and smooth transition from the normal control by the control electronics to emergency control by the pressure regulator 4. <IMAGE>

Description

Die Erfindung betrifft eine Führerbremsventileinrichtung für Druckluftbremsen von Schienenfahrzeugen, mit

  • - zumindest einer in einem Führerstand anzuordnen Bedieneinheit, umfassend einen willkürlich verstellbaren Druckregler zur Steuerung eines ersten Vorsteuerdruckes und willkürlich schaltbare, elektrische Schaltorgane zum Überwachen der Erregung von einen zweiten Vorsteuerdruck steuernden Magnetventilen,
  • - einer Relaiseinheit, die ein Relaisventil zum Steuern eines Hauptluftleitungsdruckes aufweist, und
  • - einer Umschaltvorrichtung, welche dem Relaisventil in einer Normalschaltstellung bei intakten, elektrischen Schaltorganen bzw. Magnetventilen den zweiten Vorsteuerdruck, in einer Notschaltstellung bei gestörten, elektrischen Schaltorganen bzw. Magnetventilen den ersten Vorsteuerdruck an einen Steuerdruckeingang zuführt.
The invention relates to a driver brake valve device for pneumatic brakes of rail vehicles, with
  • at least one control unit to be arranged in a driver's cab, comprising an arbitrarily adjustable pressure regulator for controlling a first pilot pressure and arbitrarily switchable electrical switching elements for monitoring the excitation of solenoid valves controlling a second pilot pressure,
  • a relay unit having a relay valve for controlling a main air line pressure, and
  • - A switching device which supplies the relay valve in a normal switching position with intact, electrical switching elements or solenoid valves the second pilot pressure, in an emergency switching position with faulty, electrical switching elements or solenoid valves the first pilot pressure to a control pressure input.

Eine den vorstehend genannten Merkmalen entsprechende Führerbremsventileinrichtung ist der FR-E-78 660, 4. Zusatz zur FR-A-1 240 591, entnehmbar. Die bekannte Führerbremsventileinrichtung weist am Führerstand Druckknopfshalter auf, mit welchen unmittelbar die Erregung der den zweiten Vorsteuerdruck steuernden Magnetventile steuerbar ist. Um bei Schäden in der Elektrik, beispielsweise bei Stromausfall, weiterfahren zu können, ist eine Umschaltvorrichtung vorgesehen, die einen Absperrhahn für die Magnetventile, ein zeitabhängig zu betätigendes Drucksteuerventil mit einem Einlaß- und einem Auslaß-Schieberventil und, falls dieses Drucksteuerventil zugleich das direkte Führerbremsventil ist, einen Umstellhahn umfaßt, die alle voneinander unabhängig zu betätigen sind. Bei Störung der Elekrtrik ist somit zur Aufnahme des Notbetriebes manuell der Absperrhahn zu schließen, sodann gegebenenfalls der Umstellhahn umzustellen und schließlich mittels des Drucksteuerventils die erforderliche Drucksteuerung vorzunehmen. Bei Verwendung des direkten Führerbremsventils als Drucksteuerventil ist dabei mit einem Drucksprung für die Ansteuerung des Relaisventils zu rechnen, da zumeist der augenblicklich vorliegende, vom Drucksteuerventil ausgesteuerte Druck stark vom zum Zeitpunkt der Umstellung am Steuereingang des Relaisventils anstehenden Vorsteuerdruck abweichen wird; es ist also eine sofortige Anpassung des vom Drucksteuerventil ausgesteuerten Druckes an die jeweils erforderliche Druckhöhe nötig. Sollte anstelle des erwähnten Drucksteuerventils ein an sich günstiger, nämlich stellungsabhängig bedienbarer Druckregler vorgesehen sein, verschärfen sich die Anspassungsprobleme erheblich. Bei Vorhandensein eines nur für die Notsteuerung vorgesehenen Drucksteuerventils - ein Druckregler ist in dieser Schaltung überhaupt nicht verwendbar - ist ein manuelles Schließen des Absperrhahnes nötig; bei dieser Ausführung besteht jedoch die Gefahr, daß während des Normalbetriebes der Führerbremsventileinrichtung durch ungewollte oder unsachgemäße Bedienung des Drucksteuerventils unerwünschte Änderungen des am Relaisventils wirksamen Vorsteuerdruckes bewirkt werden.A driver brake valve device corresponding to the above-mentioned features can be found in FR-E-78 660, 4th addition to FR-A-1 240 591. The known driver's brake valve device has push button holders on the driver's cab, with which the excitation of the solenoid valves controlling the second pilot pressure can be controlled directly. In order to be able to continue driving in the event of damage to the electrical system, for example in the event of a power failure, a changeover device is provided which has a shut-off valve for the solenoid valves, a pressure control valve which can be actuated on a time-dependent basis, with an inlet and an outlet slide valve and, if this pressure control valve is also the direct driver's brake valve is a changeover valve, which are all independently operable. In the event of a fault in the electrical system, the shut-off valve must therefore be closed manually in order to start emergency operation, then the change-over valve may need to be changed over and the pressure control valve finally used to carry out the required pressure control. If the direct driver's brake valve is used as a pressure control valve, a pressure jump for the control of the relay valve is to be expected, since the pressure currently exerted by the pressure control valve will mostly deviate greatly from the pilot pressure present at the control input of the relay valve at the time of the changeover; it is therefore necessary to immediately adjust the pressure controlled by the pressure control valve to the pressure level required in each case. If, instead of the pressure control valve mentioned, a pressure regulator which is advantageous per se, namely can be operated in a position-dependent manner, is provided, the adaptation problems are exacerbated considerably. In the presence of a pressure control valve intended only for emergency control - a pressure regulator cannot be used in this circuit at all - it is necessary to manually close the shut-off valve; In this embodiment, however, there is a risk that unwanted or improper operation of the pressure control valve will cause undesirable changes in the pilot pressure effective on the relay valve during normal operation of the driver's brake valve device.

Aus der DE-C-1 275 571 ist ein Führerbremsventile mit einer Bedieneinheit bekannt, bei welcher mittels eines Handhebels ein Druckregler stellungsabhängig und gemeinsam mit diesem über Nokkenscheiben elektrische Schalter betätigbar sind. Der Druckregler überwacht einen einem Relaisventil zuzuführenden Steuerdruck, die Zuführung ist durch ein von einem der Schalter schaltbares Magnetventil unterbrechbar. Im weiteren dienen die durch einen pneumatischen Bremsdruck rückstellbaren Schalter der unmittelbaren Ansteuerung von elektropneumatischen Bremssteuerungs-Magnetventilen, nicht aber dem Ansteuern von einen zweiten Vorsteuerdruck überwachenden Magnetventilen.From DE-C-1 275 571 a driver's brake valve with an operating unit is known, in which a pressure regulator can be actuated in a position-dependent manner by means of a hand lever and, together with this, electrical switches can be actuated via cam disks. The pressure regulator monitors a control pressure to be supplied to a relay valve; the supply can be interrupted by a solenoid valve which can be switched by one of the switches. Furthermore, the switches that can be reset by means of a pneumatic brake pressure serve for the direct control of electro-pneumatic brake control solenoid valves, but not for the control of solenoid valves that monitor a second pilot pressure.

Mit der EP-A-152 958 ist eine Führerbremsventileinrichtung bekannt geworden, bei welcher am Bedienstand elektrische Schaltorgane angeordnet sind, welche über eine Regelelektronik mit Fehlerüberwachung Magnetventile zum Steuern eines einem Relaisventil zuzuführenden Vorsteuerdruckes ansteuern. Mittels der Regelelektronik ist ein optimales Ansteuern des Relaisventils zum raschen und genauen Realisieren des jeweils geforderten Bremsverhaltens erreichbar. Es ist keine von der Regelelektronik unabhängige Möglichkeit zum Erstellen eines Vorsteuerdruckes vorgesehen.EP-A-152 958 discloses a driver brake valve device in which electrical switching elements are arranged on the control station, which control solenoid valves via control electronics with fault monitoring for controlling a pilot pressure to be supplied to a relay valve. By means of the control electronics, an optimal control of the relay valve for quick and precise implementation of the required braking behavior can be achieved. There is no possibility of creating a pilot pressure independent of the control electronics.

Es ist Aufgabe der Erfindung, eine Führerbremsventileinrichtung der eingangs genannten Art mit einfachen Mitteln derart auszubilden, daß bei Einordnen einer Regelelektronik der aus der erwähnten EP-A-152 958 bekannten Art zwischen die elektrischen Schaltorgane und die Magnetventile ein Notbetrieb bei Störungen in der Elektrik bzw. Elektronik möglich ist, wobei zum Zeitpunkt des Auftretens der Störung ein selbsttätiger, keinerlei manuelle Schaltvorgänge erfordernder, ruckfreier Übergang vom Normal- auf den Notbetrieb erfolgen soll.It is an object of the invention to design a driver's brake valve device of the type mentioned at the beginning with simple means such that when a control electronics of the type known from EP-A-152 958 mentioned is arranged between the electrical switching elements and the solenoid valves, emergency operation in the event of faults in the electrical system or Electronics is possible, but at the time of the occurrence of the malfunction an automatic, jerk-free transition from normal to emergency operation, which does not require any manual switching operations, is to take place.

Diese Aufgabe wird, ausgehend von einer Führerbremsventileinrichtung der eingangs angegebenen Art, nach der Erfindung dadurch gelöst, daß

  • - mittels eines Bedienhebels der Druckregler und die elektrischen Schaltorgane gemeinsam und synchron stellungsabhängig einstellbar sind,
  • - die elektrischen Schaltorgange eine Regelelektronik mit Fehlerüberwachung beinhalten, und
  • - die Umschaltvorrichtung ein von der Fehlerüberwachung der Regelelektronik ansteuerbares Wechselmagnetventil zwischen dem ersten und dem zweiten Vorsteuerdruck und dem Steuerdruckeingang des Relaisventils aufweist, das bei fehlender Fehlermeldung der Fehlerüberwachung erregt und in die Normalschaltstellung geschaltet, bei Vorliegen einer Fehlermeldung unerregt und in die Notschaltstellung geschaltet ist.

Die stellungsabhängige Einstellbarkeit von Druckregler und Schaltorganen bedeutet hierbei, daß bestimmten Stellungen des Bedienhebels bestimmte Einstellungen des Druckreglers und der Schaltorgane zugeordnet sind, welche bestimmten Bremssteuerungsvorgängen, beispielsweise der Einsteuerung einer bestimmten Bremsstufe, entsprechen. Hierzu im Gegensatz steht die im Hinblick auf die FR-E-78 660 erwähnte zeitabhängige Steuerung, bei welcher die Öffnungszeit des Einlaß- bzw. Auslaßschieberventils die Bremsenansteuerung, also die sich ergebende Bremsstufe bestimmt.This object is achieved on the basis of a driver brake valve device of the type specified at the outset, according to the invention, in that
  • the pressure regulator and the electrical switching elements can be adjusted jointly and synchronously depending on the position by means of an operating lever,
  • - The electrical switching elements contain control electronics with fault monitoring, and
  • - The changeover device has an alternating solenoid valve that can be controlled by the error monitoring of the control electronics between the first and the second pilot pressure and the control pressure input of the relay valve, which excites the error monitoring in the absence of an error message and switches to the normal switching position, is de-energized when an error message is present and is switched to the emergency switching position.

The position-dependent adjustability of the pressure regulator and switching elements means that certain positions of the operating lever are assigned certain settings of the pressure regulator and the switching elements, which correspond to certain brake control processes, for example the activation of a certain brake level. In contrast to this is the time-dependent control mentioned with regard to FR-E-78 660, in which the opening time of the intake and exhaust slide valve determines the brake control, that is to say the resulting braking stage.

Nach der weiteren Erfindung kann es zweckmäßig sein, wenn an der Bedieneinheit ein willkürlich betätigbarer Schalter zum zusätzlichen, willkürlichen Steuern des Erregungszustandes des Wechselmagnetventils vorgesehen ist.According to the further invention, it can be expedient if an arbitrarily actuatable switch for additional, arbitrary control of the energized state of the alternating solenoid valve is provided on the operating unit.

Es ist erwähnenswert, daß uanbhängig davon, ob der weitere Erfindungsgedanke realisiert wird oder nicht, im Normalbetrieb das Relaisventil allein vom unverfälschbaren, von den Magnetventilen überwachten Vorsteuerdruck ansteuerbar ist, durch die weitere Ausbildung der Erfindung wird lediglich ein willkürlicher, von der Fehlererkennung der Regelelektronik unabhängiger Übergang vom Normalauf den Notbetrieb ermöglicht.It is worth mentioning that, depending on whether the further inventive idea is realized or not, the relay valve can be controlled in normal operation solely by the unadulterated pilot pressure monitored by the solenoid valves; the further development of the invention only makes an arbitrary one that is independent of the fault detection of the control electronics Transition from normal to emergency operation enabled.

In der Zeichnung ist ein Ausführungsbeispiel für eine nach der Erfindung ausgebildete Führerbremsventileinrichtung in ihren wesentlichen Teilen dargestellt.In the drawing, an embodiment of a driver's brake valve device designed according to the invention is shown in its essential parts.

Eine im Führerstand angeordnete Bedieneinheit 1 weist einen Bedienhebel 2 auf, mit welchem über eine Nockenscheibe 3 ein Druckregler 4 verstellbar ist. Zugleich sind mittels des Bedienhebels 2 im einzelnen nicht dargestellte, in einem Gehäuse angeordnete, elektrische Schaltorgane 5 schaltbar, die Schaltorgane 5 können entsprechend der bereits erwähnten EP-A-152 958 ausgebildet sein. Weiterhin ist im Führerstand ein willkürlich betätigbarer elektrischer Schalter 6 untergebracht. Die Schaltorgane 5 und der Schalter 6 sind durch elektrische Leitungen 7 mit einer Regelelektronik 8 verbunden, welche ebenfalls gemäß der EP-A-152 958 ausgebildet sein kann und welche jedenfalls eine Fehlerüberwachung beinhaltet.An operating unit 1 arranged in the driver's cab has an operating lever 2 with which a pressure regulator 4 can be adjusted via a cam disk 3. At the same time, electrical switching elements 5, not shown in detail in a housing, can be switched by means of the operating lever 2; the switching elements 5 can be designed in accordance with EP-A-152 958 already mentioned. Furthermore, an arbitrarily actuable electrical switch 6 is accommodated in the driver's cab. The switching elements 5 and the switch 6 are connected by electrical lines 7 to a control electronics 8, which can also be designed according to EP-A-152 958 and which in any case includes error monitoring.

Der Druckregler 4 ist aus einer als Druckluftquelle dienenden Hauptbehälterleitung 9 durch eine Zweigleitung 10 mit Druckluft versorgt, der Ausgangsdruck des Druckreglers 4 wird als erster Vorsteuerdruck durch eine Steuerleitung 11 einer Relaiseinheit 12 zugeführt.The pressure regulator 4 is supplied with compressed air from a main container line 9 serving as a compressed air source through a branch line 10, the outlet pressure of the pressure regulator 4 is supplied as a first pilot pressure through a control line 11 to a relay unit 12.

Die Relaiseinheit 12 weist Magnetventile 13 auf, welche über elektrische Leitungen 14 von der Regelelektronik 8 ansteuerbar sind; die Magnetventile 13 steuern einen in einer Verbindung 15 herrschenden, zweiten Vorsteuerdruck. Ein Druck-Spannungs-Wandler 16 meldet über eine elektrische Leitung 17 der Regelelektronik 8 den Ist-Wert des zweiten Vorsteuerdruckes zurück. Die Steuerleitung 11 und die Verbindung 15 führen zu den beiden Eingängen eines Wechselmagnetventiles 18, dessen Erregung über eine elektrische Leitung 19 von der Fehlerüberwachung der Regelelektronik 8 gesteuert ist. Das Wechselmagnetventil 18 verbindet in seiner Normalschaltstellung im erregten Zustand die Verbindung 15, in seiner Notschaltstellung im unerregten Zustand dagegen die Steuerleitung 11 mit einer Verbindung 20, die zum Steuerdruckeingang 21 eines Relaisventils 22 führt. Das aus der Hauptbehälterleitung 9 durch eine Zweigleitung 23 mit Druckluft versorgte Relaisventil 22 steuert über eine weitere Zweigleitung 24 den Druck in einer Hauptluftleitung 25 nach Maßgabe seiner Ansteuerung am Steuerdruckeingang 21.The relay unit 12 has solenoid valves 13 which can be controlled by the control electronics 8 via electrical lines 14; the solenoid valves 13 control a second pilot pressure prevailing in a connection 15. A pressure-voltage converter 16 reports back via an electrical line 17 to the control electronics 8 the actual value of the second pilot pressure. The control line 11 and the connection 15 lead to the two inputs of an alternating solenoid valve 18, the excitation of which is controlled by an error line of the control electronics 8 via an electrical line 19. The alternating solenoid valve 18 connects the connection 15 in its normal switching position in the energized state, while in its emergency switching position in the deenergized state it connects the control line 11 with a connection 20 which leads to the control pressure input 21 of a relay valve 22. The relay valve 22 supplied with compressed air from the main container line 9 through a branch line 23 controls the pressure in a main air line 25 via a further branch line 24 in accordance with its activation at the control pressure input 21.

Die Magnetventile 13 sind aus der Hauptbehälterleitung 9 durch eine Zweigleitung 26 und ein der Relaiseinheit 12 zugehörendes Druckminderventil 27 üblicher Bauart mit Druckluft versorgt.The solenoid valves 13 are supplied with compressed air from the main container line 9 by a branch line 26 and a pressure reducing valve 27 of the usual type belonging to the relay unit 12.

Im Normalbetrieb bei intakter Elektrik und Elektronik, wobei die Fehlerüberwachung der Regelelektronik 8 keinen Fehler anzeigt, ist das Wechselmagnetventil 18 erregt und verbindet demgemäß den in der Verbindung 15 herrschenden, zweiten Vorsteuerdruck mit dem Steuerdruckeingang 21 des Relaisventils 22, welches eine entsprechende Druckhöhe in die Hauptluftleitung 25 aussteuert. Der Bedienhebel 2 ist manuell in eine dem jeweils erforderlichen Bremssteuervorgang entsprechende Stellung einzustellen, er steuert hierbei den Druckregler 4 und die Schaltorgane 5 stellungsabhängig in entsprechende Stellungen ein. Der Druckregler 4 speist in die Steuerleitung 11 einen entsprechenden, ersten Vorsteuerdruck aus, welcher jedoch nur bis zum Wechselmagnetventil 18 gelangt, und die Schaltorgane steuern die Regelelektronik 8 derart an, daß diese durch entsprechende Erregung der Magnetventile 13 einen dem vorliegenden entsprechenden Bremssteuerungsvorgang entsprechenden, zweiten Vorsteuerdruck in die Verbindung 15 und durch das Wechselmagnetventil 18 zum Relaisventil 22 aussteuern.In normal operation with intact electrics and electronics, the error monitoring of the control electronics 8 not indicating an error, the alternating solenoid valve 18 is energized and accordingly connects the second pilot pressure prevailing in the connection 15 to the control pressure input 21 of the relay valve 22, which has a corresponding pressure level in the main air line 25 levels. The operating lever 2 is to be set manually into a position corresponding to the respectively required brake control process, in this case it controls the pressure regulator 4 and the switching elements 5 into corresponding positions depending on the position. The pressure regulator 4 feeds a corresponding, first pilot pressure into the control line 11, which, however, only reaches the change-over solenoid valve 18, and the switching elements control the control electronics 8 in such a way that by appropriately energizing the solenoid valves 13, a second brake control process corresponding to the present one Control pilot pressure in connection 15 and through alternating solenoid valve 18 to relay valve 22.

Tritt in der Elektrik oder Elektronik ein Fehler auf, welcher die Fehlerüberwachung der Regelelektronik 8 zum Ansprechen bringt, so entregt diese das Wechselmagnetventil 18, welches demgemäß in seine Notschaltstellung schaltet und unter Abtrennung der Verbindung 15 den Steuerdruckeingang 21 mit der Steuerleitung 11 verbindet. Durch die gemeinsame und synchrone Betätigung des Druckreglers 4 und der Schaltorgane 5 durch den Bedienhebel 2 bedingt, herrschen zu diesem Zeitpunkt in der Verbindung 15 und der Steuerleitung 11 zumindest annähernd gleiche Druckhöhen, so daß am Steuerdruckeingang 21 kein abrupter Druckwechsel erfolgt. Die Umstellung von Normalauf Notbetrieb erfolgt also völlig selbsttätig und ohne Änderung des augenblicklich herrschenden Bremssteuerungszustandes und damit ruckfrei. Im weiteren ist die Druckluftbremse wie vorher durch entsprechende Einstellung des Bedienhebels 2 steuerbar, wobei nunmehr der Ausgangsdruck des Druckreglers 4 über das Wechselmagnetventil 18 das Relaisventil 22 entsprechend ansteuert.If a fault occurs in the electrics or electronics that triggers the fault monitoring of the control electronics 8, this de-energizes the alternating solenoid valve 18, which accordingly switches to its emergency switching position and, with the connection 15 disconnected, connects the control pressure input 21 to the control line 11. Due to the joint and synchronous actuation of the pressure regulator 4 and the switching elements 5 by the operating lever 2, at least approximately the same pressure levels prevail at this point in the connection 15 and the control line 11, so that there is no abrupt pressure change at the control pressure input 21. The changeover from normal to emergency operation takes place completely automatically and without changing the current brake control status and therefore without jerks. Furthermore, the compressed air brake can be controlled as before by a corresponding setting of the operating lever 2, the output pressure of the pressure regulator 4 now controlling the relay valve 22 accordingly via the alternating solenoid valve 18.

Bei Wegfall des Fehlers und Rücksetzen der Fehlerüberwachung steuern die Magnetventile 13 in die Verbindung 15 jedenfalls wieder eine korrekte Vorsteuerdruckhöhe ein, das Wechselmagnetventil 18 wird wieder erregt und schaltet in seine Normalschaltstellung zurück. Damit wird ebenfalls ruckfrei und gegebenenfalls selbsttätig der Ausgangszustand wieder erreicht.If the fault ceases to exist and the fault monitoring is reset, the solenoid valves 13 in any case control the correct pilot pressure level in the connection 15, the alternating solenoid valve 18 is excited again and switches back to its normal switching position. This also ensures that the initial state is reached again smoothly and, if necessary, automatically.

Durch entsprechendes Betätigen des Schalters 6 kann über die Regelelektronik 8 die Erregung des Wechselmagnetventils 18 willkürlich gesteuert werden, so daß ein willkürliches Einstellen der Normal- oder Notschaltstellung möglich ist.By actuating the switch 6, the excitation of the alternating solenoid valve 18 can be arbitrarily controlled via the control electronics 8, so that an arbitrary setting of the normal or emergency switch position is possible.

Die Regelelektronik 8 kann selbstverständlich zum Zusammenwirken mit einer automatischen Fahr- und Bremssteuerung ausgestattet sein; falls in dieser ein Fehler auftritt, kann ein Betätigen des Schalters 6 zweckmäßig sein.The control electronics 8 can of course be equipped to interact with an automatic driving and braking control; if an error occurs in this, actuation of the switch 6 may be appropriate.

BezugszeichenlisteReference symbol list

  • 1 Bedieneinheit1 control unit
  • 2 Bedienhebel2 control levers
  • 3 Nockenscheibe3 cam disc
  • 4 Druckregler4 pressure regulators
  • 5 Schaltorgane5 switching elements
  • 6 Schalter6 switches
  • 7 Leitungen7 lines
  • 8 Regelelektronik8 control electronics
  • 9 Hauptbehälterleitung9 main tank line
  • 10 Zweigleitung10 branch line
  • 11 Steuerleitung11 control line
  • 12 Relaiseinheit12 relay unit
  • 13 Magnetventile13 solenoid valves
  • 14 Leitungen14 lines
  • 15 Verbindung15 connection
  • 16 Druck-Spannungs-Wandler16 pressure-voltage converters
  • 17 Leitung17 line
  • 18 Wechselmagnetventil18 alternating solenoid valve
  • 19 Leitung19 management
  • 20 Verbindung20 connection
  • 21 Steuerdruckeingang21 control pressure input
  • 22 Relaisventil22 relay valve
  • 23 Zweigleitung23 branch line
  • 24 Zweigleitung24 branch line
  • 25 Hauptluftleitung25 main air line
  • 26 Zweigleitung26 branch line
  • 27 Druckminderventil27 pressure reducing valve

Claims (2)

1. Driver's brake valve device for compressed air brakes of rail vehicles, comprising
- at least one actuating unit (1) to be arranged on a driver's stand, including a pressure regulator (4), capable of being arbitrarily adjusted, for control of a first pilot pressure and arbitrarily controllable electric switching means (5) for supervising the energization of magnet valves (13) controlling a second pilot pressure;
- a relay unit (12), provided with a relay valve (22) for control of a main air brake pipe pressure, and
- a change-over device which, when being in a normal position and the electric switching means or magnet valves being intact, admitting the second pilot pressure to the relay valve (22), whereas, when being in an emergency position, the electric switching members or magnet valves being defective, admitting the first pilot pressure to the control pressure port (21),

wherein
- the pressure regulator (4) and the electric means (5) are capable of being set in common and synchronously by means of an actuating lever (2), depending on the latter's position;
- the electric switching means (5) comprise a control electronics (8) with error control and
- the change-over device is provided with a shuttle magnet valve (18), capable of being controlled by the error control unit of the control electronics (8) between the first and the second pilot pressure and the control pressure port (21) of relay valve (22) which, in case of absence of an error message of the error control unit is energized, being placed in normal position, in case of an error message having been issued, is not energized, being placed in emergency position.
2. Driver's brake valve as per Claim 1, in which the actuating unit (1) is provided with a switch (6), capable of being arbitrarily actuated for additional arbitrary control of the energization of a shuttle magnet valve.
EP88107820A 1987-05-29 1988-05-16 Driver's brake valve device for air pressure brakes of rail vehicles Expired - Lifetime EP0292830B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88107820T ATE67718T1 (en) 1987-05-29 1988-05-16 DRIVER'S BRAKE VALVE DEVICE FOR COMPRESSED AIR BRAKES OF RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3718228 1987-05-29
DE19873718228 DE3718228A1 (en) 1987-05-29 1987-05-29 GUIDE BRAKE VALVE DEVICE FOR AIR BRAKES OF RAIL VEHICLES

Publications (3)

Publication Number Publication Date
EP0292830A2 EP0292830A2 (en) 1988-11-30
EP0292830A3 EP0292830A3 (en) 1990-03-14
EP0292830B1 true EP0292830B1 (en) 1991-09-25

Family

ID=6328747

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88107820A Expired - Lifetime EP0292830B1 (en) 1987-05-29 1988-05-16 Driver's brake valve device for air pressure brakes of rail vehicles

Country Status (3)

Country Link
EP (1) EP0292830B1 (en)
AT (1) ATE67718T1 (en)
DE (2) DE3718228A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4232492C2 (en) * 1992-09-28 1995-03-30 Grau Gmbh Service brake valve for an electrically or pneumatically actuated brake system of a motor vehicle
IT1280797B1 (en) * 1995-01-20 1998-02-11 Sab Wabco Spa COMMAND AND CONTROL GROUP OF THE BRAKING OF RAILWAY VEHICLES

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3709564A (en) * 1971-07-22 1973-01-09 Westinghouse Air Brake Co Combined electronic and fluid pressure brake apparatus
JPS62500650A (en) * 1984-02-23 1987-03-19 クノル−ブレムゼ　アクチエンゲゼルシヤフト driver brake valve

Also Published As

Publication number Publication date
DE3718228A1 (en) 1988-12-15
EP0292830A2 (en) 1988-11-30
ATE67718T1 (en) 1991-10-15
DE3865092D1 (en) 1991-10-31
EP0292830A3 (en) 1990-03-14

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